Cargo bed insert for utility vehicle, front end mounting assembly, and optional accessories items for use therewith, along with utility vehicle incorporating the same

ABSTRACT

Various enhancements to the capabilities of vehicles in general, and particularly light-duty utility vehicles, which can advantageously enhance the cargo-carrying capabilities of such vehicles. The present invention provides a cargo bed insert, as well as an insert system, for removable attachment to a vehicle&#39;s existing cargo box. Improvement to a light-duty utility vehicle, where the improvement is in the form of a cargo box for the vehicle which includes one or more features of the described cargo bed insert and/or system is disclosed. The invention contemplates methods for enhancing the cargo-carrying capability of a light-duty utility vehicle. In particular, methods for enhancing the cargo-carrying capacity of such a vehicle beyond a manufacturers specified cargo weight capacity are provided. Lastly, the invention includes a mounting assembly for a removable attachment to a vehicle&#39;s frame. The mounting assembly may be employed as a stand-alone item, or in conjunction with the cargo bed insert, to create a system for enhancing a vehicle&#39;s cargo-carrying capability.

BACKGROUND

Construction projects occur in many different locations which arecommonly chosen for their views, proximity to towns and infrastructure,value of the land, and natural features. Oftentimes, however, littleregard is given to how difficult it will be to transport constructionmaterials to the work site. In fact many construction projects arelocated in areas where the surrounding terrain, which makes transportdifficult, is a principle reason for selecting the site. For instance,ski resorts are built on steep, rocky, mountainous terrain. Also, homelocations with desirable views may be located atop hills or peaks, whichnaturally present challenges regarding access. In some cases roads maynot be available either due to economic reasons or for concerns ofenvironmental damage caused by cutting through sensitive ecologicalareas. Steep terrain, poor traction, and confining spaces such asbetween natural features (e.g. rocks, trees, landscaping) are allfactors that contribute to the difficulty of transporting materials inthese areas.

Even where a work site is accessible by road, transporting materialslocally around the site itself can present a challenge. Where theconstruction project requires a basement or other significantexcavation, steep grades can result. Like construction projects in areaswith difficult natural terrain, construction projects among existingstructures can result in tight quarters making the efficient movement ofconstruction materials around the site difficult. For example,renovation to an existing home may be difficult to access due toneighboring homes or buildings. Transport of landscaping materials mayalso be inhibited by small spaces created between buildings, fences,retaining walls, and existing excavation.

Generally construction and landscape materials are transported to aworksite via large utility vehicles. Depending on the nature of thematerial being transported the size of the truck may vary. For instance,large trusses and beams may be hauled on a flatbed tractor-trailer. Manyapplications with smaller materials lend themselves to the use of apick-up truck. Pick-up trucks are very popular for hauling materialbecause they have a reasonably high load capacity and have asufficiently large cargo bed to handle lengths of landscape timbers andplywood sheets, for example. Because pick-up trucks are smaller thanlarge tractor-trailers they are also more maneuverable in certain areas.Pick-up trucks are also generally available with four-wheel drivecapability allowing them to negotiate relatively steep terrain as wellas areas of poor traction. The drawback of a pick-up truck, however, isthat its size is still too large to transport materials in tight spacesas described above.

Also useful for transporting construction materials are light dutyutility vehicles which are generally smaller and less expensive. Somelight duty utility vehicles are available with four-wheel drivecapability, such as the John Deer 6×4 Gator®. The Gator™ has anapproximately 4 ft×4 ft factory-equipped cargo box for transportingvarious loads. With a payload capacity of approximately 1,400 lbs theGator™ has sufficient carrying capacity to be useful on a constructionsite. The relatively small size of the vehicle compared to its largercounterparts allows access to tighter confines. The low center ofgravity and four-wheel drive capability of the Gator™ make it ideal foraccessing worksites on steep terrain with loose traction in tight areas.The Gator™ does, however, have a limitation in that the relatively smallsize of its factory-equipped cargo box can make it unsuitable for safelyaccommodating a variety of construction materials used at job sites.Furthermore, a drawback that both pick-up trucks and light duty utilityvehicles share is that the cargo bed is of a fixed size. Many types ofmaterials such as gravel, rock, brick and sand, have a tendency to shiftor move around during transport if not suitably contained. Shifting andmoving under transport can cause damage to not only the vehicle bed, butalso to the material being transported. In some situations, shiftingpayload can also be dangerous by adversely affecting one's ability tocontrol the vehicle.

Accordingly, while pick-up trucks and light duty utility vehicles arewell-equipped for a variety of purposes, particularly on constructionsites, there remains a need for a vehicle which is more versatile athandling the size and weight of common construction materials preferablywithout sacrificing hauling and towing capacity. It is also desirablethat the vehicle be maneuverable on difficult terrain and in tightspaces while providing for a safe and stable operating environment.Provided herein is an approach for enhancing the capabilities ofvehicles in general, and particularly light duty utility vehicles suchas the Gator™.

It has also been found that a need exists to improve upon the manner inwhich injured individuals, such as professional football players andbasketball players, as well as players of other sports, are transportedoff the field (or court) of play. With respect to the sport of football,for example, there currently are many ways to assist an injured playerfrom the field. Aside from severe injury situations in which the injuredplayer is transported via an ambulance manned by licensed medicalpersonnel using commercially available stretchers and backboards, themanner by which players are transported in less serious injurysituations typically fall into two categories.

A first category involves assistance from training staff personnalnormally in the form of placing the injured player's arms around theshoulders of the healthy training staff individuals (one or two trainingstaff persons) who support the majority of the injured player's weight.Some players, however, are so large that two staff persons are notsufficient and risk injury to their own backs as the staff person(s)attempts to balance an injured player as he tries to “hop” from thefield of play. Additionally, the injured player's ankle, leg, thigh orhip is left in a “dangling” unsupported or unstable position which mayfurther aggravate the injury or at the least leave the injured playervery uncomfortable.

Another form of assistance involves the use of commercially availableutility vehicles placed in service to give the player a ride from thepoint of injury to the point of treatment off the field of play. Thecommercially available vehicles currently in use involve golf cartsequipped with a rear facing seat, the standard John Deere Gator™ withthe tailgate removed, or several flat bed type vehicles. While thesevehicles reduce the need for staff personnel to attempt to shoulderassist the injured player, they all present unique challenges to theinjured player.

For example, the golf cart provides a seat with a platform footrest. Thepermanently fixed footrest acts as an impediment to load the player,especially in the case of an ankle or knee injury. This type of vehiclemay also experience challenges of traversing fields that are extremelymuddy or snow covered. This problem can be further exacerbated by thesize of the player being transported, for example, and 325 lb footballplayer in full gear. The standard John Deere Gator™, with tailgateremoved, eliminates issues related to power and traction but does notsupply a seat with a back support or any stabilizing accessories toprovide player comfort for the injured limb during transport.Additionally, some players are so heavy that the vehicle can experiencea significant loss of steering capability due to the lack ofcounterweights to assist with maintaining a suitable center of gravitythat promotes maximum steering efficiency. The various flat bed vehiclesprovide sufficient power and payload handling capability but provide noback support or injured limb management for the comfort of the injuredplayer or limb. Loading the player onto these vehicle types alsopresents challenges in vehicle bed height and player stabilizationmethods.

Provided herein is an approach for enhancing the capabilities ofvehicles in general, and particularly light duty utility vehicles suchas the Gator™. For at least the foregoing reasons, it is also desirableto provide and improved approach for more safely transporting injuredindividuals off the playing surface without jeopardizing vehicle controland maneuverability.

SUMMARY

In accordance with the above, various embodiments are described whichcan advantageously enhance the cargo-carrying capabilities of a vehicle,such as a light-duty utility vehicle. Among these are a cargo bedinsert, as well as an insert system, for removable attachment to avehicle's existing cargo box. Also described is an improvement to alight-duty utility vehicle, where the improvement is in the form of acargo box for the vehicle which includes or more features of thedescribed cargo bed insert/system. Methods are also provided forenhancing the cargo carrying capability of a light-duty utility vehicle,and for enhancing the cargo carrying capacity of such a vehicle beyond amanufacturer's specified cargo weight capacity. In addition, a mountingassembly is described for removable attachment to a vehicle's frame andthe mounting assembly may be employed as a stand-alone item, or inconjunction with the cargo bed insert to create a system for enhancing avehicle's cargo carrying capability.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 a is a front driver's side perspective view of a utility vehicleprovided with a cargo bed insert and a front end mounting assembly inaccordance with the exemplary embodiments;

FIG. 1 b is a rear passenger's side perspective view of the utilityvehicle in FIG. 1 a;

FIGS. 2 a-2 c are exploded and elevated rear perspective views of theutility vehicle and illustrate the removable attachment of the cargo bedinsert;

FIG. 3 a is a top plan view of utility vehicle shown in FIGS. 1 a & 1 b;

FIG. 3 b is a rear view in elevation of utility vehicle shown in FIGS. 1a & 1 b;

FIG. 3 c is a driver's side view in elevation of utility vehicle shownin FIGS. 1 a & 1 b;

FIG. 4 a is a front perspective view of the cargo bed insert;

FIG. 4 b is a rear perspective view of the cargo bed insert and showing,in phantom, representative positions for the tailgate insert;

FIG. 5 a is a top plan view of the cargo bed insert;

FIG. 5 b is a passenger's side view in elevation of the exterior of thecargo bed insert;

FIG. 5 c is a driver's side view in elevation of the exterior of thecargo bed insert;

FIG. 6 a is a top plan view of the cargo bed insert's decking;

FIG. 6 b is a bottom plan view of the cargo bed insert's decking;

FIGS. 7 a and 7 b are different perspective views of the decking forillustrating the optional mounting of a hitch assembly thereto;

FIG. 8 a is an exploded perspective view of the cargo bed insert'spassenger's side wall, as viewed from a front driver's side position;

FIG. 8 b is a view from the driver's side in elevation of the interiorpassenger's side wall;

FIG. 8 c is an exploded perspective view of the cargo bed insert'sdriver's side wall, as viewed from a front passenger's side position;

FIG. 9 is an exploded perspective view of the cargo bed insert's frontwall;

FIG. 10 is a front view in elevation of the front wall of the cargo bedinsert;

FIG. 11 is an exploded perspective view showing optional vertical loadbeams fastened to the front bed wall;

FIG. 12 is an exploded perspective view of the tailgate for the cargobed insert;

FIG. 13 is an exploded perspective view showing optional vertical loadbeams fastened to tailgate of FIG. 12;

FIG. 14 a is an exploded perspective view of the cargo bed insert andshows the ability for the tailgate to be inserted in an invertedposition;

FIG. 14 b is a rear view in elevation showing the tailgate after it hasbeen inserted in the inverted position;

FIGS. 15 a-15 c are elevated rear perspective views for illustrating thecapability of the cargo bed insert's accessory vertical load beams tosupport a variety of elongated construction material;

FIG. 16 a is a front plan view of an optional horizontal load beamaccessory;

FIG. 16 b is a rear perspective view of the horizontal load beam;

FIG. 17 a is an exploded perspective view of the utility vehicle, andillustrates the removable insertion of a plurality of horizontal loadbeams;

FIG. 17 b is an exploded perspective view as in FIG. 18 a, and shows thehorizontal load beams in an inserted position;

FIG. 17 c is a perspective view representatively showing the horizontalload beams supporting sheets of plywood;

FIG. 17 d is a rear view in elevation for diagrammatically illustratingthe attachment of an external eyebolt to the cargo bed insert;

FIG. 18 is a rear perspective view of the cargo bed insert, andillustrates the removable insertion of the optional debris shield;

FIG. 19 a is a front perspective view of the debris shield;

FIG. 19 b is an exploded perspective view of the debris shield;

FIG. 19 c is a left, passenger side view of the debris shield;

FIG. 20 is a rear perspective view showing an optional landscape boxextension for the cargo bed insert;

FIG. 21 is a perspective view of the front end mounting assembly;

FIG. 22 is an exploded perspective view of the front end mountingassembly;

FIG. 23 a Is a bottom plan view of the utility vehicle;

FIG. 23 b is an enlarged, exploded perspective view of a portion of thevehicle's undercarriage for illustrating the attachment of the front endmounting assembly;

FIG. 24 is a perspective view of the front end mounting assembly's lowerportion;

FIG. 25 is a rear view in elevation of the lower portion;

FIG. 26 a is a left side view in elevation of the lower portion;

FIG. 26 b is a right side view in elevation of the lower portion;

FIG. 27 a is a front perspective view of the front end mounting assemblyprovided with a winch accessory, and illustrating optional weights beingsuspending there from;

FIG. 27 b is an exploded front perspective view showing theattachability of a winch accessory to the front end mounting assembly;

FIG. 28 is a front perspective view of the front end mounting assembly'supper portion;

FIG. 29 is a top plan view of the upper portion of the front endmounting assembly;

FIG. 30 is a rear view in elevation of the upper portion of the frontend mounting assembly;

FIG. 31 is a right side view in elevation of the upper portion of thefront end mounting assembly;

FIG. 32 is a bottom plan view of the upper portion of the front endmounting assembly;

FIG. 33 is an exploded perspective view of the front end mountingassembly and showing its ability to receive an optional brush guardassembly;

FIG. 34 is a perspective view of the utility vehicle showing variousones of the above figures, and illustrating the capability of a user tostand on the front end mounting assembly to provide additionalcounterweight as desired.

FIG. 35 a is a bottom perspective view of a modified decking foraccommodating a player transport assembly;

FIG. 35 b is an exploded perspective view of the decking to illustratethe removability of its hitch panel portion;

FIG. 36 is a rear perspective view of a utility vehicle provided with analternative embodiment of a cargo bed insert and a player transportassembly disposed therein;

FIG. 37 a is an exploded rear perspective view of the player transportassembly being inserted into the modified cargo bed insert;

FIG. 37 b is an exploded front perspective view of the player transportassembly being inserted into the modified cargo bed insert;

FIG. 38 a is a rear perspective view (as viewed from the driver's side)of the cargo bed insert with the player transport assembly mountedtherein;

FIG. 38 b is a bottom, rear perspective view (as viewed from thepassenger's side) of the cargo bed insert with the player transportassembly mounted therein;

FIG. 39 is a partial rear view in elevation of the modified cargo bedinsert, and showing the right leg support situated therein in a stowedposition;

FIG. 40 is a driver's side rear perspective view of a portion of themodified cargo bed insert, and showing the right leg support situatedtherein in a use position;

FIGS. 41 a-41 c are different elevated perspective views of the rightleg support, of which FIG. 40 c has the footrest plate removed; and

FIGS. 42 a and 42 b are different bottom perspective views of the rightleg support.

DETAILED DESCRIPTION

Provided is a cargo bed for a vehicle and a front end mounting assemblywhich may be used either separate from, or in conjunction with the cargobed. As will be described, various accessories can be used with thecargo bed, including a debris shield, load beams for transportingoversized materials, and an individual transport sub-assembly which canbe used, for example, to transport injured individuals.

The cargo bed may be in the form of an insert to be used with avehicle's factory equipped cargo bed. In this regard, it can beinterchangeably referred to as either a cargo bed insert or a cargo boxinsert. Alternatively, some or all of its features may be incorporatedas part of the factory-equipped cargo bed/box. The exemplary embodimentsare described with reference to a cargo bed insert for use with autility vehicle that is designed to be maneuverable in locations whichare inaccessible to traditional larger sized utility vehicles, such aspick-up trucks. However, this should not be construed as limiting theinvention, and the artisan will recognize that the teachings herein canbe incorporated into, or provided as accessory items for, a variety ofvehicle designs. The following detailed description is, therefore, notto be taken in a limiting sense.

Initial reference is made to FIGS. 1 a & 1 b which show a commercialutility vehicle 10 that incorporates a cargo bed insert 100 (or cargobox insert) for transporting various types of cargo loads, and a frontend mounting assembly 300 used in conjunction with insert 100. Cargo bedinsert 100 accommodates a variety of different types of cargo loads, forexample, construction materials for use at a job site. To this end, theconstruction materials might include lumber, landscape timbers, plywood,metal piping, pvc tubing, drainage rock, and sand, to name arepresentative few. In the exemplary embodiments, utility vehicle 10 isa Gator™ TH 6×4 available from Deere & Company (John Deere),headquartered in Moline, Ill. This vehicle has the advantage of beingmaneuverable in areas which are otherwise inaccessible to larger utilityvehicles, while having a low center of gravity for operation alongdifficult terrains. This model can also be equipped with a variety ofaccessory items such as a winch, a brush guard and an electric liftwhich also make it a desirable choice. As can be appreciated in FIGS. 1a & 1 b, vehicle 10 includes a body (generally 12) which supports adrive assembly that includes a plurality of wheels 14(1)-14(6) and asteering mechanism 16.

Vehicle body 12 also incorporates the factory-equipped cargo bed 18 asshown in FIG. 2 a. Preferably, cargo bed insert 100 is removable andattachable relative to the factory-equipped cargo bed 18, as perhapsbest illustrated in FIGS. 2 a-2 c. More particularly (and as viewed fromthe front of the vehicle), it can be seen that the vehicle's existingcargo bed 18 has left and right side beds 20 and 22, respectively. Leftside bed 20 is situated on the passenger's side of the vehicle and isprovided with a plurality of spaced apart left side bed mounting holes24(1)-24(3). Likewise, right side bed 22, which is situated on thedriver's side of the vehicle, is provided with a plurality of spacedapart right side bed mounting holes 26(1)-26(3). Cargo bed insert 100includes left and right ledge rails 102 and 104, respectively. Leftledge rail 102 includes a plurality of associated left rail holes106(1)-106(3) which are respectively alignable with left side bedmounting holes 24(1)-24(3). Bolts 108(1)-108(3), preferably stainlesssteel, are inserted through the aligned holes to engage cooperative nuts110(1)-110(3), thereby securely mounting left ledge rail 102 to leftside bed 20. Similarly, and with reference to FIGS. 2 a-2 c and 3 a,right ledge rail 104 includes a plurality of associated right rail holes112(1)-112(3) which are respectively alignable with right side bedmounting holes 26(1)-26(3). Stainless steel bolts 114(1)-114(3) areinserted through the aligned holes to engage cooperative nuts116(1)-116(3), thereby securely mounting right ledge rail 104 to rightside bed 22.

It may be appreciated that cargo bed insert 100 is dimensioned to benestably received substantially within the confines of the vehicle'sexisting cargo bed 18 when in the mounted state shown in FIGS. 1 a & 1b. Cargo bed insert includes a decking 120 and a plurality ofwalls—namely, left and right side bed walls 140 and 160, respectively,and a front bed wall 180. It can be appreciated from various ones of thefigures that, without accounting for ledge rails 102 and 104, cargo bedinsert 100 has an outer transverse width (“W_(i)” in FIGS. 3 a & 3 b)extending between its left and right insert walls 140,160 which closelyapproximates but is less than the maximum interior width between thecargo bed's factory-equipped left and right side beds 20,22. Onceinserted, left and right insert walls 140,160 respectively confront leftand right side bed walls 20, 22, while the insert front wall 180confronts the vehicle's front bed 30 behind the seatback. Cargo bedinsert 100, however, has an elongated dimension (“L₁” in FIGS. 3 a & 3c) which is greater than that of the vehicle's cargo bed 18 such thatinsert 100 overhangs the utility vehicle's tailgate 32, preferably byabout 18 inches when inserted as shown in FIG. 3 c. This extension,under certain loads, requires offset weighting in the front of theutility vehicle 10 in order to maintain a low center of gravity, as wellas steering and vehicle control—hence, the optional provision of frontend mounting assembly 300.

Cargo bed insert 100 in the exemplary embodiment is constructed frompressure treated lumber of standard dimensions, but the ordinarilyskilled artisan should readily appreciate that it could be constructedfrom any of a variety of materials, for example, plastic, aluminum,recycled rubber compounds, or steel of suitable gauge and composition,to name a few. In the exemplary embodiment, the cargo beds' decking,side walls, front wall, and tailgate are constructed as sub-assemblies,but this is not necessary. That is, the walls, decking and tailgatecould be separate parts which are assembled individually and thenassembled together to form the entire unit, or it could be an integralunitary construction. Moreover, while the cargo bed insert 100 in theexemplary embodiment is adapted for removable attachment to the utilityvehicle, it is certainly contemplated that the insert's features andcapabilities could be incorporated as part of the vehicle'sfactory-equipped cargo bed/box. Thus, an improved cargo bed constructionis also contemplated. Cargo bed insert 100 will now be more particularlydescribed in FIGS. 1-20 c, while front end mounting assembly 300 will ismore particularly described with reference to FIGS. 21-34.

Cargo bed insert 100 is box-like in configuration. As perhaps best shownin FIGS. 4 a-6 b, the insert's decking 120 is a rectangular constructionand the left and right insert side walls 140 and 160 are upstandingconstructions which extend longitudinally along edge margin's of thedecking 120. The insert's front bed wall 180 is an upstandingconstruction which extends transversely along a front edge margin ofdecking 120. As illustrated in FIG. 4 b, a removable tailgate 190 can beselectively positioned within the cargo bed insert at discrete locationssuch that it spans between left and right bed walls 140 and 160 togenerally separate the insert's interior 113 into a plurality ofregions. In this regard, removable tailgate can be considered as apartitioning member, or simply a partition. Tailgate 190 is described ingreater detail below with reference to FIGS. 12 & 13.

Decking 120 is shown in FIGS. 6 a & 6 b to be a sub-assembly whichincludes a pair of longitudinally extending left and right deck beams121 and 122, respectively, a pair of longitudinally extending medialdeck beams 123 & 124, and a pair of transversely extending front andrear deck beams 125 and 126, respectively. As shown in FIG. 6 b, medialbeams 123,124 extend between front and rear deck beams 125,126 whichthemselves extend between left and right deck beams 121,122. Each ofbeams 121-125 is formed from pressure treated 2×6 lumber, while rearbeam 126 is 2×10 lumber. A ¾″ thick plywood panel 127 spans the uppersurfaces the various beams and is secured thereto at suitable locationsby screws, generally 128, as shown in FIG. 6 a. The screws here andelsewhere in the cargo bed insert's construction are preferably coateddeck screws, although stainless steel screws could also be employed.

With reference to FIGS. 7 a & 7 b, a hitch receiver assembly 130 may beis removeably mounted to transverse rear beam 126 and panel 127. Hitchreceiver assembly 130 includes a standard hitch receiver 132 that iswelded to a hitch mounting plate 134. Mounting plate 134 in mounted in aconfronting relationship to the lower surface 131 of beam 126 by aplurality of carriage bolts (generally 135) which extend through plywoodpanel 127, beam 126 and the mounting plate 134. Cooperatively sized nuts(generally 136) and lock washers (generally 137) engage the carriagebolts 134 to securely fasten hitch receiver assembly 130 to decking 120.

The cargo bed insert's left and right side walls 140 (FIGS. 8 a & b) and160 (FIG. 8 c) mirror one another in construction. As such, only oneside wall, for example left side wall 140, need be described in detailto appreciate the construction of the other. Representative left sidewall 140 is also a sub-assembly, the construction of which is perhapsbest appreciated with reference to FIGS. 4 a-b, 5 b & 8 a-8 b. Left sidewall 140 projects upwardly from the decking's plywood panel 127. Leftside wall 140 includes an elongated 2×3 beam 142 which is formed fromstandard 2×4 lumber. Beam 142 extends along the entire length of theplywood panel's left edge margin and is fastened thereto by suitablypositioned ones of the deck screws 128 in FIG. 6 a. A 2×10 outer wallpanel 144 is fastened to an upper edge margin of elongated beam 142 viadeck screws (generally 143). Left ledge rail 102 is secured toupstanding wall 144 by a plurality of fasteners (generally 145).Fasteners 145 are preferably earthquake bolts known in the industry as“Simpson strong ties”. These bolt fasteners are counter sunk atapproximately every 6-8 inches along the length of left ledge rail 102.Right ledge rail 104 is secured in like fashion. The ledge railstogether with the Simpson Strong Ties provide an assembly that acts as asingle unit with regard to “lateral shear strength” of the stainlessbolts that attach the cargo box to the factory installed cargo box.

A ramped beam 146 also extends along the upper surface of elongated beam142. Ramped beam 146 has a vertical face which abuts a lower interiorsurface of wall 144 and a ramped surface 147 oriented at an angle ofapproximately 45° relative to the upper surface of beam 142. Ramped beam146 is secured to upstanding wall 144 by screw fasteners (generally149). Evenly distributed along the full length of (or at least along aportion of) the left side wall 140 are a plurality of tailgate spacerposts (generally 148), each of which has a lower 45° miter cut. As such,each spacer post, such as rearmost spacer post 148(1) has an associatedramp surface 150(1) which faces ramped surface 147, and a verticalsurface 152(1) which is mounted in facing relationship to the interiorsurface 151 of upstanding wall 144 by deck screws 153(1). A plurality oftailgate insert slots 154(1)-154(12) are, thus, defined betweenlongitudinally adjacent ones of posts 148(1)-148(13), as perhaps bestappreciated with reference to FIG. 5 a. Each slot 154(1)-(12) faces arespective laterally opposed slot 174(1)-174(12) associated with rightside bed 160 so that tailgate 190 can be selectively inserted therebetween at desired locations along the length of cargo bed insert 100 inorder to generally divide the interior into a plurality of regions. Itcan be appreciated that, when the tailgate 190 is inserted such that itspans between left and right side walls 140 and 160, a forward region issurrounded on all four sides, while the rear region is not by virtue ofthe cargo bed insert's open end. The ordinarily skilled artisan shouldappreciate that the number and distribution of the left and right spacerposts may be selectively varied as desired to accommodate onesparticular needs.

The construction of front wall 180 is shown in FIGS. 9 & 10 and itslocation in the cargo bed insert may be appreciated with generalreference to FIGS. 1 b, 4 a-4 b & 5 a-5 c. Front wall 180 is situatedforwardly of a transversely extending, and forwardly-ramped beam 182(See also FIG. 11). Wall 180 projects upwardly from a front edge marginof plywood panel 120 and spans between left and right elongated beams142, 162. Front wall 180 includes an upstanding interior wall 184 whichis fastened to a 2×3 transverse beam 183. Beam 183 is, itself, issecured to the decking 120 by suitably positioned ones of the deckscrews 128—that is, the two lowermost rows in FIG. 6 a. Wall 184 is alsoconstructed of 2×10 lumber so that it is at the same level as left outerwall 144 and right outer wall 164. When positioned as shown, lateralleft and right edge margins of interior wall 184 abut the forward endsof left and right outer walls 144 and 164 and is fastened to them bysuitable deck screws. A lip 187 is a formed as a metal height transitionpiece that stops small loose items such as sand, gravel or landscapemulch from lodging in between the front of the cargo bed assembly andthe front wall of the factory installed cargo box. This feature can beaccomplished using the “metal height transition flashing” as shown inthe drawing, or a simple increase in height of the front box wall toeliminate the space where loose items could be lodged. A metal fasciapanel 186 of reduced transverse width is fastened to interior wall 184by deck screws (generally 185) and faces the rear of the utilityvehicle's seat 30 when the cargo bed is inserted.

A pair of first repositionable load beams 171(1) and 171(2) may beremovably fastened to wall 184 as shown in FIG. 11. To this end,interior wall 184 has transversely spaced apart pairs of upper and lowerbores 173, each of which receives correspondingly sized threaded rodcoupler 174 that is welded to the metal fascia panel 186 at one end andmounted flush with the rear surface of wall 184 at the other end.Correspondingly spaced apart bores are formed through repositionablebeams 171(1) and 171(2), such that eye bolts 175(1)-175(4), can extendthrough beams 171(1) and 171(2) to threadedly engage vertically spacedapart ones of upper and lower rod couplers 174. In this manner, ifdesired, one or more of beams 171(1) & (2) can be fastened to wall 184at various locations therealong. Unused ones of bores 173 are capped,each with an associated capping washer and bolt (generally 176) toprevent the ingress of debris or other particulates.

A preferred construction for tailgate 190 is now described withreference to FIGS. 12 & 13. Tailgate 190 is preferably also anassemblage and includes an exterior wall 192 that is provided with aplurality of upper and lower bores 193, each of which also receives anassociated threaded rod coupler 194 which is flush mounted. Ageometrically congruent, but thinner, metal fascia board 195 is securedto wall 192 by deck screws 196 and has the rod coupler's 194 weldedthereto as before. As mentioned, the tailgate assembly may also beprovided with repositionable beams 172(1) and 172(2), as shown in FIG.13. Bores 193 are alignable with corresponding bores formed throughoptional beams 175(5) and 175(8) so that eye bolts 176(1)-176(4) can beused to fasten the option load beams at various locations along outerwall 192. Unused ones of bores 193 are capped, each with an associatedcapping washer and bolt (generally 197) to prevent the ingress of debrisor other particulates.

With continued reference to FIGS. 12 & 13, tailgate 190 also includes atransverse 2×3 beam 198 formed from 2×4 lumber, and to which wall 192 isfastened via deck screws 199. Wall 192 is preferably mounted to aforward edge margin of the beam 198's upper surface. Each of the leftand right ends 202 and 204, respectively, of wall 192 has an associatedbeveled chamfered surface portion.

More particularly, left end 200 has an associated left beveled surface201, while right end 202 has an associated right beveled surface 203.Thus, when the tailgate is inserted between transversely opposed slotsof the left and right side beds as shown in various ones of the figures,this beveling follows the surface contour of the left and right rampedrails 146 and 166, respectively. This helps to prevent the accumulationof small particulates, such as drainage rock and sand within slotsbetween the various spacer posts during use. Also, once the tailgate isinserted, such as shown in various ones of the figures, transverse beam198 provides a lower barrier to substantially prevent spillage of theparticulate material out the rear of the cargo bed insert 100. On theother hand, at times it may instead be desirable to have a small gapbetween the tailgate 190 and the decking 120 (perhaps to permitinstallation of the tailgate without the need to remove sand or gravelthat has been loaded without the tailgate in the normal position or toallow for a more controlled dumping or even spreading of material at ajob site). For such situations tailgate 190 is designed to be turnedupside down in an inverted position as shown in FIGS. 14 a & 14 b andthen inserted into opposed slots. When oriented in this manner, a smallgap 204 is present between the tailgate wall 192 and decking 120.

With an understanding of the preferred construction for the cargo bedinsert's front bed wall and repositionable tailgate, the purpose of theoptional vertical load beams 171(1) & (2) and 172(1) & (2) may now bebetter appreciated. These load beams can be used in conjunction to allowthe cargo bed insert to accommodate transport and use of elongatedconstruction materials, which otherwise might not stay in place in theshort bed installed from the factory. Since elongated constructionmaterials are typically long and heavy they may be too cumbersome ordifficult to safely load and transport—hence, the optional provision ofvertical load beams with integrated tie down points (i.e. eye bolts).Various representative loads 205-207 are respectively shown in FIGS. 15a-15 c such as four 4×6×12 landscape timbers (FIG. 15 a), six 2×12×16structural lumber (FIG. 15 b) and plastic drain pipes (FIG. 15 c). Asmay also be seen in these figures, the eye bolts serve as attachmentlocations for tie down straps (generally 208). Externally locatedeyebolts could also be provided at suitable locations on the cargo bedinsert's left and right side walls to provide for additional, oralternative, attachment locations. One manner of accomplishing this isdepicted, for representative purposes, in FIG. 15 d wherein a threadedrod coupler 174 is inserted into a pre-drilled hole (not shown) formedthrough a selected spacer post 148 and upstanding outer wall 144. Anexternal eye bolt 175(e) threadedly engages the coupler 174 andprevented from dislodging via capped nuts 177(1) and 177(2). It iscontemplated that, with extended periods of use, the threaded rodcoupler may begin to freely spin within the pre-drilled hole, therebypreventing it from threadedly engaging the eyebolt. To prevent this, asmall hole could be drilled in the coupler such that a set screw or pincould be inserted therein from the outside to prevent rotation of thecoupler inside its confines.

FIGS. 16( a) and 16(b) show another optional accessory item in the formof a horizontal load beam assembly 210. Load beam assembly 210 includesa horizontal load bearing beam 212 to which is fastened a pair of inner,downwardly depending legs 214(1) and 214(2) and a pair of outer,upwardly projecting arms 216(1) and 216(2). Legs 214(1) and 214(2) aresecured to transverse beam 212 by associated nut and bolt fasteners(generally 215), while arms 216(1) and 216(2) are secured to transversebeam 212 by associated nut and bolt fasteners (generally 217). Left andright legs 214(1) and 214(2), respectively, are positioned for insertioninto laterally opposed ones of the slots 154 and 174 on the left andright side beds. Left and right arms 216(1) and 216(2) are preferablyspaced apart a sufficient distance so that, when a plurality ofhorizontal load beam assemblies 210(1) through 210(3) are used inconjunction with one another as shown in FIGS. 17 a-17 c, they cansupport a stacked load 219, such as standard dimensioned plywood panelsheets or drywall. Additionally, large windows or doors that needtransport from the delivery point to the area where they will beinstalled can also be accommodated by the cargo bed insert inconjunction with the appropriate selection of horizontal load beams.While the beams shown in various figures are a suitable width for thetransport of industry standard 4′×8′ panels the invention is not limitedto this size. Horizontal load beams with widths shorter and longer ofsuitable dimensions are contemplated.

An optional debris shield 220 may be employed with the cargo bed insert100, as shown in FIG. 18. Debris shield 220 can protect the utilityvehicle's seats and/or occupants in a variety of situations, such aswhen a machine is being used to load the cargo bed insert. Debris shield220 is insertable into the box's interior, namely, between forwardmostopposed slots 154(13) and 174(13) which are defined between wall 184 andforwardmost spacer bars 148(13) and 168(13), respectively (see also FIG.5 a). Debris shield 220 may be constructed of any suitable material,such as wood, plastic or the like. The preferred construction of debrisshield 220 may be appreciated with reference to FIGS. 18 and 19 a-19 c.

Debris shield 220 has a wall construction 222 that is formed by threewall sections, each of which is preferably ¾″ plywood. Wall construction222 includes vertical sections 224 and 226 and a forwardly-sloped medialsection 228 extending therebetween. As seen in FIG. 19 c, the variouswall sections are beveled so that junctions 230 and 231 are formed wheremedial wall 228 meets walls 224 and 226. Lower wall section 224 isreceived within the cargo bed's interior and includes left and rightshoulders 232 and 233, respectively, which rest against the uppersurfaces of side bed walls 144 and 164. Lower section 224 includes ahandle 234 which may be employed in conjunction with an aperture 236formed through upper wall section 226 to facilitate insertion andremoval of the debris shield. Disposed about a peripheral margin of wallconstruction 222 is 1″ steel reinforcement tubing 238 which prevents thedebris shield from deflecting forward during use. Tubing 238 is securedto wall construction 222 by a plurality of self-tapping metal screws(generally 240 shown in FIG. 19 b). Reinforcement tubing 238 generallyfollows the transitions of the wall sections and left and right gussets240 and 241, respectively, are included to provide additional stabilityto the tubing as it transitions from lower wall section 222 to medialwall section 224.

Reference is now made to FIG. 20 which shows an optional landscape boxextension 250 for use with the cargo bed insert. The landscape boxextension 250 includes a plurality of elevation panels which, wheninstalled, raise the height of the cargo bed insert so that it canaccommodate loads of greater volume, such as trees, shrubbery, sand andthe like. More particularly, landscape box extension 250 includes a left(or passenger's side) elevation panel assembly 260, a right (or driver'sside) elevation panel assembly 270 and a front elevation panel assembly280. It is contemplated that the panel assemblies will be used inconjunction with one another, such that left and right panel assemblies260 and 270 may be secured to the front elevation panel assembly 280 byany suitable means, such as screwing, gluing or the like. Alternatively,the panel assemblies can be separate units which are individuallyinstalled into the cargo bed insert so that a user can elect to use oneor all of them at any given time as he/she so chooses.

Left elevation panel assembly 260 includes a wall panel 262 and aplurality of legs 264(1)-264(3) secured thereto via nut and boltfasteners (generally 265) so that legs downwardly depend from the wallpanel. Proximate to each leg is an associated mounting clip266(1)-266(3), respectively. Handles 268(1) and 268(2) are mounted tothe wall's exterior between adjacent ones of the legs to facilitateinsertion and removal. Upon insertion, each of legs 264(1)-264(3) isreceived within an available slot 154 associated with the cargo bedinsert's left sidewall (See FIG. 5 a). When the legs are dropped downinto the slots, the mounting clips 266(1)-266(3) then overhang the leftsidewall's upstanding wall 144 to provide for a more snug fit.

In similar fashion, landscape box's right elevation panel assembly 270has a wall 272 and associated legs 274(1)-274(3), mounting clips276(1)-276(3), and handles (not shown) such that it is removablyinsertable into available slots within the cargo bed insert's rightsidewall behind the driver's side of the vehicle. Wall panels 262 and272 are each preferably 2×10 lumber so that, upon insertion into thecargo bed insert, they are seated respectively on the upper surfaces ofthe insert's left and right walls 140,160 to provide an additional 10″of elevation.

Front wall elevation assembly 280 includes a front wall panel 282provided with an inwardly disposed handle 288. Front wall panel 280 hasa height which is equal to the height of the cargo bed insert's frontwall assembly, plus and additional 10″ so that the front wall panel 282becomes elevated to the same height as the left and right elevationpanels 262 and 272. In addition, front wall elevation panel assembly 280has laterally opposed beams 284(1) and 284(2) secured to it by nut andbolt fasteners (generally 285). Bores 287 are formed through each ofthese beams in order to accommodate the optional vertical load beamsdiscussed earlier with reference to FIGS. 9-11.

Having described the cargo bed insert, reference is now made to FIGS.21-34 to describe the front end mounting assembly which may be used inconjunction therewith. Mounting assembly 300 is introduced in FIGS. 21 &22 and includes a lower portion 310 and an upper portion 350 which aresecurable together by cooperative nut and bolts fasteners, generally302(1)-302(4). Lower portion 310 and upper portion 350 are preferablywelded steel components of suitable thickness, e.g. ⅜″ hot rolled steel.Lower portion 310 is securable to the utility vehicle's lower framework,generally designated as 50, as illustrated in FIG. 23 a and the explodedview of FIG. 23 b. More particularly, utility vehicle 10 comesfactory-equipped with a plurality of mounting brackets or plates. Lowerportion 310 may be conveniently fastened to these existing brackets orplates. With general reference to FIGS. 23-25, 26 a & 26 b, lowerportion 310 includes geometrically congruent left and right arms 312 and314 which are parallel to one another and extend downwardly from a baseplatform 316. A plurality of mounting plates span between left and rightarms 312 and 314. A winch mounting plate 318 spans between upper leftarm portion 313 and upper right arm portion 315. A plurality of mountingholes 319 are formed through plate 318 so that it can accept a winchaccessory, as described below with reference to FIG. 27 a.

Spanning between left and right elbow portions 321 and 323,respectively, is a first vehicle mounting plate 320 having associatedmounting holes 325. As shown in FIG. 23, the vehicle's under body 50includes a first forwardly disposed under carriage mounting bracket 52that is provided with longitudinally extending mounting holes 51 andtransversely extending mounting holes 53. Longitudinal mounting holes 51are alignable with mounting holes 325 formed through the lower portion'sfirst vehicle mounting plate 320. Transverse mounting holes 53(1) and53(2) are alignable with corresponding transverse holes 327(1) and327(2) formed through left and right elbow portions 321, 323.

A second vehicle mounting plate 328 (FIGS. 23 a & b) spans between leftand right forearm portions 329 and 331, respectively. Second mountingplate 328 includes mounting holes 333(1)-(2) which are alignable withcorresponding holes 55(1)-(2) formed on a second under carriage mountingplate 54 associated with vehicle 10. A third, terminal mounting plate330 spans partially between distal end portions 333 and 335,respectively, of left and right arms 312 and 314. Third mounting bracket330 is seated within left and right notch portions 337 and 339 andincludes a lower platform 340, and left and right dampening pads 341 and342, respectively. Mounting hole 343(1) is formed through base platform340 and left pad 341. A right mounting hole 343(2) is formed throughplatform 340 and right pad 342. Mounting holes 343(1) and 343(2) arealignable with corresponding holes 57(1) and 57(2) formed on left andright mounting brackets 58(1) and 58(2) of the vehicle's under carriage.Once all of the various vehicle mounting holes associated with left andright arms 312 and 314 have been aligned with corresponding mountingholes on the vehicle's under carriage 50, lower portion 310 may besecurely fastened to the under carriage via suitable fastening bolts,generally 60, as illustrated in FIGS. 23 a & 23 b. Once front endmounting assembly 300 has been mounted onto the utility vehicle 10 asdescribed, an optional winch accessory 344 can be bolted to the winchmounting plate 318, as shown in FIG. 27 a. For the 6×4 Gator™ of theexemplary embodiments described, the currently available winch accessoryis available in various sizes and pulling capacities from multiplesuppliers. FIG. 27 b shows the current version of the winch 344 for usewith a standard 6×4 Gator™. Winch 344 is mounted to a winch plate 345.Together, winch 344 and wing plate 345 are mounted, via bolts 348, tothe lower portion of front end mounting assembly 300 via a receiver tubeassembly 346. Winch 344 is currently available from John Deere as PartNo. 8003M. The winch plate 345 is available as Part No. VG10902, and thereceiver tube assembly 346 is available as Part No. BM19972.

The front end mounting assembly's upper portion 350 is described nowwith reference to FIGS. 28-32. Upper portion 350 includes a baseplatform 352 that is provided with plurality of mounting holes353(1)-353(4) which receive fasteners, so that upper portion 350 can besecured to the lower portion as described above with reference to FIG.22. Left and right stirrups 354 and 364 are supported above base plate352. Left stirrup 354 Includes a pedestal 356, a left sidewall 358, aright sidewall 360 and a cover plate 362. Right stirrup 364 similarlyincludes an associated pedestal 366, an outer right wall 368, an innerleft wall 370 and a cover plate 372. Left and right foot receivingregions, 355 and 365 respectively, are thus formed.

Spanning interiorly between walls 360 and 370 are vertical andhorizontal brush guard mounting plates, 374 and 376 respectively.Vertical plate 374 includes mounting holes 375(1) and 375(2), whilehorizontal mounting plate 376 has associated mounting holes 377(1) and377(2). As shown in FIG. 32, this allows the front end mounting assembly300, and specifically its upper portion 350, to have a brush guardaccessory 380 fastened thereto. Brush guard accessory 380, which for the6×4 Gator™ is available as accessory Part No. BM21537, includes left andright angle brackets 382 and 384, respectively, which are provided withmounting holes. These mounting holes are alignable with the upperportions mounting hales 375(1) and (2), 377(1) and (2), so that brushguard 380 can be fastened thereto via suitable bolt fasteners383(1)-384(4) and serve as a handlebar for a person

As also shown in various ones of figures, the upper portion of wall 360includes a left lobe plate 390 welded thereto, and the upper portion ofright wall 370 includes a right lobe plate 392 welded thereto. Left lobeplate 390 includes an eyelet 391 that is axially aligned with anassociated eyelet 393 formed through right lobe plate 392. Asillustrated in FIGS. 27 a & 27 b, a weight securement rod 394 is sizedand adapted to pass through eyelets 391 and 393. Weight securement rod394 has a length “L_(H)” which is greater than the distance betweenlobed brackets 390 and 392. Left and right apertures 395 and 397,respectively, are formed through weight securement rod 394. Onceinserted, left and right cotter pins 396(1) and 396(2) can be insertedthrough the apertures 395 and 397 to prevent dislodgement of the weightsecurement rod 394. Once inserted, one or more weights (generally 398)can be suspended from vertical mounting plate 399 and retained by weightsecurement rod 394, such that the weights span between walls 360 and 370and are prevented from rotating counter clockwise in FIG. 27 a by virtueof the slot 398(1) used to allow hanging of the weights on verticalmounting plate 399. Additionally, weight rod 394 engages the ledge398(2) by passing over the ledge in close proximity to preventaccidental dislodgement of the weights in rough terrain situations.Weights 398 are also accessory items available from John Deere as PartNo. R66949. Such weights are commonly used in conjunction with lawn andgarden tractor vehicles, but it has been found that they can be used onthe front end mounting assembly described in order to counter the weightof the utility vehicle's cargo load and installed options and maintain alow center of gravity. The artisan would recognize that a longervertical mounting plate 399 and a longer weight securement rod 394 couldbe employed so that additional weights could be suspended externally ofthe upper portion's lobe plates 360 and 370 on either or both of theleft and right sides. The artisan would recognize that extension ofvertical mounting plate 399 and weight securement rod 394 would beconsistent with the intent of the invention and would be contemplated insize and exact length and implementation as required to produce anappropriate counter weight in reference to the options described herein.Weights beyond the 5 units shown in FIG. 27 a can provide additionaloffset weighting, for example, during transport of an individualsituated in a transport apparatus on either the driver side or passengerside of the vehicle. Further, as shown in FIG. 35 if needed, additionalweight can be provided by having a user 60 stand on the front endmounting assembly with his/her left and right feet received within footreceiving regions 355 and 365 and with his/her hands grasping the brushguard 380.

Reference is now made to the remaining figures to describe analternative embodiment for a cargo bed insert which can also be usedseparate, or in conjunction with, the front end mounting assemblydescribed above to transport injured players. This embodiment of thecargo bed insert preferably utilizes the base John Deere Gator™ equippedwith optional turf tires for significantly reducing the possibility ofdamage to the playing surface—whether natural grass or artificialturf—and an integrated electric lift for placing the cargo bed insert ata desirable angle to allow the player to be situated at an optimum anglebased on the injury. When a Gator™ is equipped in such a manner, andfurther equipped with the player transport assembly described below, thevehicle becomes capable of transporting an injured player in comfort whohas sustained one or more injuries related, for example, to the ankle,knee, tendons, thigh or hip. Of course, for more severe injuries whichhave been sustained an ambulance may be required as determined bytrained medical staff, so that the injured player transport utilityvehicle described herein is not intended as a substitute in suchsituations.

Initial reference is made to FIGS. 35 a and 35 b which show a modifiedversion of a decking 420 for a cargo bed insert. Decking 420 is similarto decking 120 discussed above but, here, includes a fixed portion430(1) and a removable hitch panel portion 430(2). More particularly,decking 420 as above includes a pair of longitudinally extending leftand right deck beams 421 and 422, respectively, a pair of longitudinallyextending medial deck beams 423 and 424, and a pair of transverselyextending front and rear deck beams 425 and 426, respectively. Reartransverse beam 426 is associated with the removable hitch panel section430(2). Decking 420 additionally includes two medial, transverselyextending beams 428(1) and 428(2). The ¾″ thick plywood panel fordecking 420 is comprised of two portions 427(1) and 427(2), as best seenin FIG. 35 b. Angle brackets 429(1)-429(4) are mounted to the undersideof the decking sections so that hitch panel portion 430(2) can beremovably secured to the decking's primary section 430(1) by fasteners(not shown). Such fasteners preferably include matable nuts, bolts andwashers.

With the removable hitch panel portion 430(2) in place as shown in FIG.35 a, it should be understood by the ordinarily skilled artisan that therevised'cargo bed insert, despite having a modified decking 420, canfunction as described above and accommodate all of the availableoptions. Thus, for example, while the modified decking 420 may be usedfor a utility vehicle in a sports environment, the available optionswill allow for use during the off season, or between games, by facilitystaff for purposes other than transporting injured players.

However, advantageously, once the hitch panel portion 430(2) is removedas is shown in FIG. 35 b, a cargo bed insert 400 having such a modifieddecking 420 can be used to accommodate a player transport assembly 440,as perhaps best shown in FIGS. 36, 37 a and 37 b. In such a manner theutility vehicle 410 can now serve as a “field ambulance” for injuriesprimarily from the waste down.

As the ordinarily skilled artisan will appreciate, player transportassembly 440 can be constructed from a broad variety of materials, suchas wood or plastic reinforced with metal, to name a representativecombination. Transport assembly 440 broadly includes a padded full widthbench seat 442 construction. Once hitch panel portion 430(2) has beenremoved, bench seat 442 may be dropped into place in an interior of therevised cargo bed insert 400 so that it is supported by both the decking(namely beams 423, 424, 428(1) and plywood panel portion 427(1)) and theleft and right side walls. To this end, as shown in FIGS. 38 a and 38 b,bench seat assembly 442 includes left and right posts 448(1) and 448(2)which drop into place in available option slots to obtain a secure fitwithin cargo bed insert 400. Bench seat 442 includes a seat pad 444 thatis preferably 20″ deep and a backrest 446 that is preferably 27″ tall.As shown in FIGS. 38 a and 38 b, backrest 446 includes a recliningmechanism 447 so that it can recline at selected positions, in much thesame manner as what is encountered with driver's seat of diesel pickuptrucks or reclining lawn chairs. Easy access large utility handles449(1) and 449(2) facilitate the installation and removal of bench seat442.

Player transport assembly 440 also includes left and right leg injurysupports 450 and 460, respectively, which are removably insertable intothe cargo bed. These supports can be moved from a stowed position in aforward region of the cargo bed insert 400, such as shown with respectto right leg support 460 in FIG. 39 a, to a use position shown in FIG.39 b. It can be appreciated that each of FIGS. 36, 37 a & b, and 38 a &b depict the left and right leg supports 450 and 460 placed in the useposition towards the rear of the cargo bed insert 400, and particularlyin the two rearmost opposed option slots thereof.

For purposes of explanation, the right leg support 460 is described,with the understanding that left leg support 450 is constructed insimilar fashion. The construction for right leg support 460 is perhapsbest appreciated with reference to FIGS. 39 through 42 b. As perhapsbest seen in FIGS. 39 and 41 b, right leg support 460 includes upper andlower hanger bracket assemblies, generally 462(1) and 462(2),respectively. Each of the upper and lower hanger bracket assembliesincludes forward and rear beveled posts having associated hangerbrackets mounted thereto. More particularly, upper hanger bracketassembly 462(1) includes a forward post 464(f) having an associatedhanger bracket 465(f) and a rear post 464(r) having an associated hangerbracket 465(r). Similarly, lower portion 462(2) includes a forward post466(f) having an associated hanger bracket 467(f), and a rear post466(r) having an associated hanger bracket 467(r). Each of the posts arebeveled as shown in various ones of the figures so that they follow thegeometry of the option slots associated with the cargo bed insert'sright (or driver's side) sidewall construction, all as discussedpreviously. When in the stowed position shown in FIG. 39 the lowerhanger bracket assembly 462(2) is received within available ones of theright side bed's slots. When in the use position shown, for example, inFIG. 40, the upper hanger assembly 462(1) is removably inserted intoavailable slots on the rear portion of the cargo bed insert so that theright leg support hangs in a suspended fashion.

Right leg support 460 includes a primary brace wall 470, preferably ofplywood material, to which the various hanger brackets and posts aresecured via suitable screws, as shown in various ones of the FIGURES.Conveniently, as illustrated in FIGS. 42 a and 42 b, brackets 467(f) and467(r) are each received in an associated slit formed within primarybrace wall 470 so that all four of the post and bracket constructionscan be constructed the same and used interchangeably. A foot support,generally 472, can be suitably secured to a lower portion of the primarybrace wall 470, for example, via mounting screws (not shown). Footrest472 includes a cam-actuated hinged upper footplate 474. Moreparticularly, footrest 472 is a box-like construction as shown invarious ones of the figures and includes the upper footplate 474 uponwhich the player rests his/her right foot, a lower base plate 476, and asurrounding sidewall (generally 478) extending there between. Footplate474 is hinged to sidewall 478 via a conventional hinge 479, as shown inFIGS. 42 a and 42 b. Footplate 474 is cam-actuated to provide aninclined orientation (not shown), much like that used on the pedestalsfor old-style wheelchairs. To this end, a rotatable camming mechanism480 is provided. Camming mechanism 480 includes a rotatable wheel 482which is rotatably retained in at least two positions via a removablepin 484. Rotation of camming wheel 482 causes a lobed internal cam 485(FIG. 41 c) to urge footrest 474 upwardly into the inclined position, orto allow the footrest to resume its horizontal position shown throughoutvarious FIGURES.

A pivoting calf rest 486 is also provided and can be maneuvered into aplurality of orientations via a rack and pinion mechanism, generally488. A horizontal position for the calf rest 486 is shown, for example,in FIG. 40 a, while an extreme inclined position is shown in FIG. 42 b.Projecting from primary brace wall 470 is a calf rest mounting wall 490as shown in various FIGURES. Calf rest mounting wall 490 has a toeopening 492 formed there through (FIG. 39). As perhaps best illustratedin FIGS. 42 a:and 42 b, calf rest 486 includes a slotted mountingbracket 487 which is received over a portion of mounting wall 490 asshown.

When both of the left and right leg supports 450 and 460 are attachedwithin the available option slots such that they hang down in asuspended manner as shown in FIGS. 36-38 b, they offer adjustability forassisting with the transport of players, particularly large players,whose injuries require comfortable support for the injured limb. Theselectively positionable footrests with associated toe holes areenlarged to accommodate large sized shoes with field spikes. Further,the adjustable calf rest can be used for an injured leg to providemultiple options for training staff to position an injured leg/ankle formaximum comfort.

Conveniently, the leg supports are stowable behind the bed-mounted seatin a secure position until the appropriate leg support(s) is selected toaccommodate the injured player. It is anticipated that either or both ofthe leg supports could be used at any given time. Prior to installation,the player transport assembly can be moved proximately to the player'sposition to allow the vehicle to approach the player with no impedimentsto the ability of situating the player in seat assembly 442. Whenrequired, the vehicle's electric lift mechanism can position the cargobed insert at an angle optimum for the player to sit down. Additionally,activating the lift can assist the player to stand up from thetransported position once he has arrived at the location of treatment.

Finally, as shown in FIGS. 36-38 b, a tray assembly 492 can be installedafter the player is situated in seat assembly 442. Tray assembly 492includes a horizontal load bar assembly 494 that is provided with aplurality of spaced apart arms 495(1)-495(3) (see FIG. 38 b) whichsupport a padded cushion 496 secured thereto. Tray assembly 492 canserve multiple purposes. If desired by the medical/training staff, theon-board tray 496 can be stored between laterally opposed slots in thefront of the cargo bed insert behind the seat. Once the injured playeris situated, it can then be moved in front of the player to allowhim/her to rest one or both arms. Optionally also, it can be used tosupport a pillow that can provide a comfortable resting place in thecase of an arm or shoulder injury. Further still, it can provide alocation for medical staff or their equipment to be situated, if needed.

Having described the player transport assembly, it can be appreciatedthat the front end mounted assembly discussed above with reference toFIGS. 21-34 can be used to provide sufficient counter balance weight, asneeded. Further, the ability to optionally locate the weights eithercentered or offset from center can enhance the steering efficiency andloading of the vehicle for safe and effective transport from the pointof injury on the playing field. For example, if a player has a right leginjury and is situated on the driver's side of the vehicle, thensuitable counter weights can be provided on the passenger side of thevehicle at the front end to offset this.

Accordingly, the present invention has been described with some degreeof particularity directed to the exemplary embodiments of the presentinvention. It should be appreciated, though, that the present inventionis defined by the following claims construed in light of the prior artso that modifications or changes may be made to the exemplaryembodiments of the present invention without departing from theinventive concepts contained herein.

What is claimed is:
 1. A light duty utility vehicle, comprising: (a) acargo box, including: (i) a rectangular cargo bed; and (ii) a pair ofspaced apart side beds each projecting upwardly from the cargo bed togenerally define a cargo box interior; (b) a cargo bed insert,including: (i) an elongate decking extending beyond the cargo bed, (ii)a pair of upwardly projecting sidewalls extending longitudinally alongopposed edge margins of said decking, wherein said upwardly projectingsidewalls project above the spaced apart side beds, and (iii) aremovable tailgate engageable with said sidewalls at a selectedlongitudinal position; (c) a mounting assembly, including: (i) a lowerportion removably attached to the vehicle, and (ii) an upper portionsecured to said lower portion, wherein said upper portion includes asubstantially upright support member; and (d) at least one suitcaseweight supported by said support member.
 2. A light-duty utility vehicleaccording to claim 1 including a front wall projecting vertically from afront edge margin of said decking and extending transversely betweensaid sidewalls.
 3. A light-duty utility vehicle according to claim 1wherein said tailgate and said front wall are each provided withaccessory mounting holes, and including a plurality of cargo load beamsfastened thereto.
 4. A light-duty utility vehicle according to claim 3,there being a pair of vertically oriented cargo load beams removablyfastened to each of said front wall and said tailgate and projectingthereabove to support elongate cargo.
 5. A light-duty utility vehicleaccording to claim 1 wherein said lower portion includes a winchmounting plate for mounting a winch accessory and said upper portionincludes a brush guard mounting plate for accepting a brush guardaccessory.
 6. A light-duty utility vehicle according to claim 5including at least one of a winch secured to said winch mounting plateand a brush guard secured to said brush guard mounting plate.
 7. Alight-duty utility vehicle according to claim 1 wherein said upperportion includes left and right stirrups, respectively providing leftand right foot-receiving regions to allow an individual to stand on saidmounting assembly.
 8. A light-duty utility vehicle according to claim 1wherein said removable tailgate is engageable with said sidewalls in afirst orientation wherein a first transversely extending portion of saidtailgate abuts said decking, and in a second orientation wherein acontinuous gap extends between a second transversely extending portionof said tailgate and said decking.
 9. A light-duty vehicle, comprising:(a) a body having a selected body length and a selected body width; (b)a drive assembly; (c) at least a pair of front wheels; (d) at least apair of rear wheels; (e) a steering mechanism; (f) a cargo box,including: (i) a rectangular cargo bed; and (ii) a pair of spaced apartside beds each projecting upward from the cargo bed to generally definea cargo box interior; (g) a cargo bed insert, including: (i) an elongatedecking extending beyond the cargo bed, (ii) a pair of upwardlyprojecting sidewalls extending longitudinally along opposed edge marginsof said decking, wherein said upwardly projecting sidewalls projectabove the space apart side beds, and (iii) a removable tailgateengageable with said sidewalls at a selected longitudinal position; (h)a mounting assembly including: (i) a lower portion removably attached tothe vehicle, and (ii) an upper portion secured to said lower portion,wherein said upper portion includes a substantially upright sun supportmember; and (i) at least one suitcase weight supported by said supportmember.
 10. A light-duty utility vehicle according to claim 9, whereinthe removable tailgate includes a transverse beam, and is sized andadapted to be selectively inserted into said discrete insertion regionbetween one of: (i) a first orientation wherein said transverse beamabuts said decking to deter dispensation of particulate material fromsaid cargo bed insert; and (ii) a second orientation wherein a gap,suitable for dispensing particulate material, extends between saiddecking and a transversely extending portion of said tailgate.
 11. Alight duty utility vehicle according to claim 9, wherein said elongatedecking extends beyond said rear wheels.
 12. A light duty utilityvehicle according to claim 9 wherein said lower portion of said mountingassembly is securable to an undercarriage of a light-duty utilityvehicle.
 13. A light duty utility vehicle according to claim 9 whereinsaid lower portion of said mounting assembly includes an associated baseplatform spanning between left and right arms.
 14. A light duty utilityvehicle according to claim 13 including a winch mounting plate spanningbetween said left and right arms for receiving a winch mountingassembly.
 15. A light duty utility vehicle according to claim 9 whereinsaid upper portion includes a brush guard mounting plate.
 16. A lightduty utility vehicle according to claim 15 including a brush guardaccessory attached to said brush guard mounting plate, said brush guardaccessory providing a handlebar for an individual when the individual isstanding on the mounting assembly.
 17. A light duty utility vehicleaccording to claim 1 wherein said upper portion includes a brush guardmounting plate for accepting a brush guard accessory.
 18. A light dutyutility vehicle according to claim 9 including a hanger plate from whichone or more weight accessories may be supported.